Railway track liner



Aug. 31, 1943.

J. CLARK n RAILWAY TRACK LINER Filed March 5, 1943 3mm John CZarI' WWW 0 track liner in aligning happens thatfone cycle liner isnot sufflcient to return the trackIto the, V proper aligned position,and that the trackliner-Q must beoperated a number or times. Upon each fPateritedhu isl Y1 g;

. niawlmmkmmz invention relatesto railway track liners.

; As'is well knowmfdue-to theaction of traveling a bent, whereby the track becomes out of 1 alignment. 1

V Inaligning a track; it isthe practice to raisetheiailsandkcross-tie from the roadbed the rails ot a-tra'ck are frequent'lyslightly and shift the track laterallyitoireturn the same a to thepr'oper or aligned position. 'Ihisworkis ordinarily; done with trackliners. n using the ordinary track liner,

it is placed upon the roadthe radi -engaging lever is transmitted tothej base bed between thecross-tiesand brought intoengagement with the rail;- 7 The operating lever.

of'thetrack lineryis'then moved and the track liner raises and; shuts the adjacent portion ofthe tracklaterally to return the same tojthe proper or aligned position. Thepoweremployed iii-rais mg and aligningthe track'isal'so transmitted to the base ol" the track tion of the po er; and reduces the throw of'the ofioperation of the track subsequent cycle of operation of thetrack liner,

it must be bodily shifted in the'directionin' which provide. a track -'liner"having an operatingunit V mounted upon a base and bodily shiftable longitudinally with relation to the .base, for a distance By virtue of this arrangement, the base ofmy trackdiner may be dissame. .During the first cycle ofioperation a con-' 'siderable portion of the'power is taken up by the compression of the roadbed and thesinking of I the base therein,fafter. which no further com} pression occurs. The flrst'cycle of operation may not be sufllcient to return the track to the proper aligned position. When this is the case, the ope erating unit is bodily shifted longitudinally of the base, which now remains statio a y; so that the rail-engaging lever is brought nearer to the rail. Upon the nextcycl-of operationlsubstan the time and i 5 Figure "1 is aside e evation of t a-ck liner: em bodyingfmy invention, (showing the operating. le-

liner, which compresses the I roadbed,*'and the base becomes slightly sunken in the-roadbedgand this up a considerable porthe track. lti'requently tiallyall the power is-us'ed in shiftingfrther'ail. toward or to the aligned position. i. If necessary,-

7 the cycle of operation mayf be repeated'any number "of times until the rail is returned to. the

proper aligned position, without shifting thebase thatthe pressure-from theoperatinglever and inarnanner topr'event the tilting or thecbas.

In"theaccornpanying drawingformingv a part of this application and in which like numerals are employed to de'signateilike parts throughout ver in the lowered posltion,

raised; :j V I Figure3'is a plan view of theliner,

a Figure 4 isa transverse sectio'n takeno-n line tlof Figure'l.

' Inthe drawing, ;wherein fertile purpo e ornlustration isshown .a preferred embodiment of my invention, the'numerali in designates a pref-- V erably fiatelongated base, provided at its l'ongitudinal edge with guides; Theseguide'sare v rigidly secured to the base and aredisposedabove preferablyiormed so 1 The base 0 is prothe same. The: guidesil l are integral with the: base In.

. videdat-its forwardjend-witha'transverse step equal to themajor portion-of the length ofthe Y raileenga-ging lever; '40

knucklelrll, by means'of a bolt l9or the like: The posed between the ties at a suitableposition adlacent to the rail, and remainsin thisposition, Y throughout the severalcyclesofoperation of the .50 and-operateswithin'the guides ahd. are helrl g for rib I 2, preferably formed integral. therewith,

'and-atits rear 'end withais'top or rib liwhich,

may be securedthereto by boltsl4 or-the liker The-numeral l 5 designates a rail-engaging? lever,

whichis preferably formed of a pair'of straps or bars lfifspacedl'as l shown. At theiroforward ends, thebars ,.receive-.between them a. knuckle l'l, rigidlyysecured toa forwardfootrorslide l8; The bars: 16 are pivotally connected with the bars. I 6. are preferably longitudinally tapered, decreasing in width forwardly, providing vertically preferablyprovided upon their upper edges with notches 20, toreceiveltheedge' of the base'o-f the thereby llpon the base;

The" numeral 2 l designates an operating lever,

preferablycomprising' a socket fl to receive a handle 23, and theasocket is provided with an extensiorf 24,qintegral therewithi g'l'he so'cket'is u nthe roadbed. My lineris also so constructed. v

" Figure'2 is a centralfvertical sectional *view' 7 disposedlbetween the rear-ends of thebars It and islpivotally connected therewith by-meansf of a bolt-25hr the like. Theforward end of the i extension 24 is arranged between apair of spaced knuckles 25 and is pivotall connected therewith by a belt 21' or the like.

These knuckle are formed integral'with a' rear foot or slide 28. Thi 7 foot or slide is-mcunted upon the upper face of. the base leans has frictional engagement therewith, and-the foot operates within the-guides H I and are held"thereby upon the base.

Figure l shows'tlie relative positions of the parts at the beginning of the cycle of operation. The operatingunit including therail-engaging lever 15, feet l8 and 28, and operating lever 25- is' shiftable with relationto the base I longitudinally of the same. With the operating 1evr I 2 i, in the lowerrnost general horizontal position;

raised, thereby-causing the-foot l8 to slide rearwardly uponthe base lb. The action of the rail- 1 engaging lever 15 isto first 'raisethe rail andcross-ties" attached thereto and shift the track laterally toward or to {the proper aligned position. The force produced 'b-ythe upward movernent of the o-p-eratinglever 2| is transmitted to the rail-engaging lever'lfi and to the base H1.

This force packs or-compresses theiroadbed and causes the base to slightly sink; into the roadbed, V

whereby a considerable portioneof the force is taken up b the packing of the roadbed, upon the first cycle of operatic-11 0f the liner. It istherefore ordinarilynecessary to operate the liner for the footi 28 is disposed near but spaced from: the

lzB for aslength preferably equal tothe lengthof tion' ofnthe length of the rail-engaging lever ;l 5. In' they use of'the' liner, the'base I0, is placed upon the roadbed between the ties and beneath the railgithe. forward end of the, base facing in the direction in which the track is to -be shifted I The operating lever and the rail-engaging lever 15 aren'ow in thejlowermo-stposition; When the 'has'e-i'lilis arranged beneath thev rail thebase upon the opposite sides'of' the rail, so that the engaging lever l5 are adjacent'to'the central lonof theupper surface, of the road-bed between the ties may vary, and be lower, in which event the while in thetlowermost: position, would be shifted longitudinally withv I relation to the base in aforward direction so that rail engaging, lever l5,

a higher portion of the inclined'edge of the railengaging leve'rwould engagetherail. The edge 'ao-f thebase of the railshould be arranged within an'otchlil or above and in alignment therewith; The-operating lever 21 is now raised and swings the rail-engaging lever I l/upwardly. :Wherr the operating lever 2! is swung upwardly through about 45 its actionisto principally raise the rail-engaging lever i5, "without shiftingthe same longitudinally to any considerable extent. When the operat ve lever 21 is raised for afurther extent of 45 it further raises the rail engag ing lever Iii-and shifts it'lon' itudinally forwardtween the operating lever 2| and the rail-engag ing lever 15, the foot-28 slides rearwardly upon the base H! as the operating lever 2| rises and doesynot engage the stop 53 untilthe-throw of v the'lever'zlilhas been completed; The rail-engaginglever if: having its rear endpivoted-to the lever 2'l'at' 25, and'its forward end pivoted at -I9,-tnrns upon a point A where itengages with theIbase of the rail; when the rail is not shifted laterally in the directionof umrigafter' being one ormore cycles of operation, butno further packing of the roadbed occurs. The base Ill now remains stationary while the operating unit is moved forwardly longitudinally'with relation to thelb-ase is, to bring the rail-engaging lever closerto the base 7 7 the base may enter the'nextrear notch,the operating'lever then-being in the lowered position.

Upon thefnext cycle of operation, the operating lever is again raised; and since the base {9 does not further compressor pack the-roadbed it will not sink therein and all thejfor-ce'employed'is @the, rail-engaginglever 15, or "for ,the-major'por 1 toward'cr to the aligned position. ;Any number i of cycles ofjope'ration may bejernplo-yed; and the utilizedin raising'the rail and; shifting it laterally operating unit-is advanced with relation to the base, while the/base remains stationary upon the roadbed, prior to the raisinglof the lever. The

should extend for substantially equal distances 7 1 gitudinalaxis of the rail. However, the elevation 'lyr whentheraibengaging lever I5 is swung upwardly it raises the railland also exerts a 'lat- 'eral pressure upon the same'in' the direction of. lining the rail. Due to the pivotal connection b feet wand 28 are preferably of the same area andhave the same frictional'jengagement with the base. This isimportant as it serves to transmit the downward force to the basein substa tially equal amounts, and; at widely spaced points, so thatthere is nojtendency frictional engagement of the two feet 118 and 23 with the base isilessth'anthe frictionalengage ment between the baseand the roadbed, so that "there is no tendency for thebaseto move upon theroadbed whenfthej lever '21 is raised; Since the-base '89 extends forwardly *beyond the foot 53 for a distance substantially equalto'thelength of the rail-engaging leveigthe operatinglunit may be .shifted forwardly with-relation to the base lELto bring the rail-engaging lever l5 into engagement with, the'base of, the rail, throughout substantially the entire lengthcf the rail-engag ing. lever.

In lining the rails, two of my tracklinersare used at; the same time. 'Thesetrack liners are arranged ;-beneat hthe rails and their forward ends face in the same direction to which the track istobelined." 1 -i p s (Itis to be understood thatv thje fornrof my invention herewithshown and described is to be taken as a-preferred example of the same, and that various :ch an'gesin the'shape, size, and arrangement of parts, may be resortedto, without departin from the spirit of my invention or the scope of the subjoined claims.

Having thus described. my invention, what I 7 with the forward end of the raileengaging lever and frictionally engaging. the upper face of the base andsguided by the-guideimeans, said base of the rail, so, th'atthe edge of I for "the base to tilt longitudinally, .which would impair, the lifting and'shifting' ability of the liner. ,Thecombined track liner, comprising an clon-v l ver meta-11 V for substantially the upon the basewhen the a the lowermost position the upper inclinedfedge of the rail-engaginglever into engagementwith the rail. 1 V 1 3. Arailway track liner, comprising a vertical- Y V it {assenteex e di fcr ardl byond t e rail-ensasi s ee yer ;for, substantially the majonportion of the} length 01' the rail*- "en'gagingjlevler,,ankoperating connected; with the near}; end of t e :ra -ensa i elez r and av. n :rits; ower d d ng b o d such. n vo al co nec n; a foot ivo al l ne ed wit he-lQ e -e d of them-i eratingjlever and engagingthe uppeIflfaoeofthe substantially; the same; frictional; engagement with h as the ope at sil ve h a en a base andgugided by the guide meansfthetwojfeet H being of substantially]these-me area :having extending longitudinally bi th v H I ver said baselbelngflatleast twice as long as the ingleyer, and the feet-beinQshiftablepsa throughout the major portion of the length of; the rail-engaging lever and stops secured to the opposite ends thefeet. i m I 2. A railway track liner, comprisinga vertical' V ly swingingrail-engaging lever to be arranged in f a lowermost generally horizontal position and then having a vertically inclined upperiedge, said lever when swung upwardly serving to raise the rail and exert a lateral forceuiaonthe rail inthe direction of lining the rail, a jbase-beneathland' I extending longitudinally of :the rail en'gaging ler yer, an operatinglever pivotally connected be-y tweenits ends with the rear'end of.-the-rai1-engaging lever, a rear foot pivotally connectedwith' [the free endi of the operating lever and'mounted of thebase inthe path of travelof upon the base, a forward foot pivotally connected *withthe forward end ofithe rail engag'ing lever \andmou'nted upon the base, the base extending forwardly beyond the forward foot when the rail engaging lever is in the lowermost and rearmost position and the rear foot isfspaced from the 3 rear end of the base, the base being'free from obstruction forwardly of the rear foot so'that the longitudinally; of theqbase with relation thereto major p rtion of t e length. 0f' the rail-engaging lever sothat the rail-engaging lever may engage the rail substantially 'rail'and exerta; lateralforce-upo lt g r n m W ba e n ans ezrjai ee agi ev has po tion oi-ih kheth o tlie a l ien n 1 Q lever,';and means to guide theforward and-rear {feet whenhi tedlons ud ii ll ft ba e-'5 Q v 4-, fi a lwayi rac i inea'c mpr s nsa ver ical? "lyjswinging rail-engaging lever 'to be arrange a lowermost generally horizontal '1 p sition a d, in

thenhaving a vertically inclined Upper edge said lever when swung {upwardly serving 5 to raise: the

direction of 'liningf thje -rail,;' a

rmajoreportionvof the lc-zngth of; therajilsengaging' lever, an operating: lever pivotally connected between its'endswithfithehrear endofthe rail -env gaging lever arear foot-piyotallyconnected with :the: free end of-the operatihgfleyer and mounted upon the base, a forward foot ,with the forward end of the rail-engaging lever the base extending 7 forwardly beyond the forward foot foratleast l the major portion of the length of the rail-en-.,

pivotally' connected and mounted upon the base,

gaging; lever when the rail engaging lever is in the lowermost and rearmost position and the rear forward and rear feet are shiftable forwardly to bring a rear portion of hi. swinging rail-engaginglever to bearrangedin the rail engaging lerail-engaging lever is in I i major portion of the length of the rail-engaging lever, an operating lever pivotally connected be' H tween its ends with the rear end ofthe rail-engaging lever, a rear foot pivotally connected with the free end of the operating lever and mounted upon the base; a forward foot pivotally connected with the forward end of the rail-engaging lever and mounted upon the base, thebase extending forwardly beyond the forwardioot for at least the major portion of the length of the rail-engaging lever when therail-engaging lever is 'in the lowermost and rearmost position and the rear foot is spaced from the rear end of the'base', the

7 base being free from obstructionfbetween its ends so that the forward and rear feet are shiftable base being free from obstruction between the V stop elements so -that the forward and reazifeet;

forwardly upon the base when therail-engaging lever is in the lowermost position to bring the f upper inclined edge offthe rail-engaging lever; into engagement with the railthroughout'the ly spaced notches,

ing at leasttwice foot is spaced from the rear end of the base, guide means for the forward and rear feet and carried by the base and extending throughout themajorportion of the length of the base, stop} elements secured to the base near its forward and rear-l ends, the base being. free from obstruction between the stop elementsso that theforward and rear feet are shiftable forwardly upon the base for adistance of atleast the major portion of the length of thelrail-engaging lever when the, f rail-engaginglever is in the lowermost position to bring rear portions of the upper inclined edge of the rail-engaging lever into engagement with the rail.

"Y A railway track linen-comprising a vertical ly swinging rail-engaging lever to be arranged in; a lowermost-generally; horizontal position and s i then: having a vertically inclined :upper edge,

said lever edge" being provided with lohgitudinal- ,s'aidilever when' swung upw'ardly servingtoraise the rail and exert a latrail inthe direction of lining the raiL 'a base beneath'and "extending longitudinally of the rail-engaginglever, said base be-' as longlas-the major portion of the lengthoi the rail-engaginglever, an operat ing leverpivotallyconnectedbetween its ends withthe rear naor the rail-.-engaging lever, a.

l rear foot pivotally connected withtthe freeend of the operating lever andimounted upon the base, a forward foot pivotally connected withthe forward end of the r'ail-engaging lever and mounted upon the base, the vbaseiextending forwardly beyond the forward foot for at least the major por- 'tion of the length of the rail-engaging'lever when t the rail-engaging lever is in thelowe'rmost and rearniost position and the rear foot is spaced from the rear end of {the base,guide means for, j

and carried by the i base and extending throughout: themajor portion the forward and rear feet of the length of the base, stop elements secured to the base near its forward and rear ends, the

are shiftableforwardly upon the base for a distance of at least the major portion of the lengthof the rail-engaging lever when the rail-engaging leverv is in the lowermost position to bring rear portions of the upperlinclined edge of the rail-" engaging lever into engagement with the rail.

the

' lyf swing ing"rail engaging lever I I in a lowermost generally horizontal position and a said v lever when swungupwar-dlyserving to' raise'the' rail and. exert a'late'ral forc eu'pon the rail' in the- 4' I l a V l railway track liner, cornp 'isingja vertieaL to-ibe arranged then having a vertically inclined upperedge,

direction of lining? the rail; abase', beneath andme membe 1dr substantially the lengthier;

the rail-engaging lever when thejrail engaging I lever isinthe lowermost and rearmost position and the rear foot is'spaced from the rear end of the base, means mounted upon the base to guide thereairfobtand.forward member, stop means arranged neartheends of the base," the base extending: longitudinallyof the" rail-engaging lever; said base being substantiallytwice-asv long asme rail-engaging lever, anoperating lever piv- ;otally connected between'its fends with the rear end of the rail-engaging levena rear 'foot pivotalj lyrloonneted with the free end. of the operating lever and mounted-upon the' base,. a: forward member ,pivotallyconnected. with the forwardend of the' rail engagin'g lever and mounted upon' the v the base extending forwardly beyond the,

being free from: vobstruction between the stop means so that th'e forward'member andrear foot are shiftabie"iorwardlyjupon the base, for sub- V stantially' the length of the rail-engaging lever when 'the rail-engaging lever isin the lowermost. position to bring 'rearportions of'the upper inolined edge-of the railengaging lever intoene agem'e'nt with the rail; L

JOHN oLAnK. 

